mauree



(No Model.) 2 Sheets-Shes# I. L. MAURBB. 8u H. C. SCI-IEEE. COMBINEDCAB. BRKE AND CLUTCH.

No. 405,266. Patented June 18, 1889.

Wlzess es.

N. PETERS, Photo-Lithograph, Wnsh nnnnnnnn 1 (No Model.) v 2 Sheetssheet2.

L. MAURER. 8v H. C. SGHBER.

vGQMBINED GAR BRAKE AND CLUTCH.

Wileses. 58 @4M UNITED STATES PATENT OFFICE.

LUDNVIG MAURER AND HEINRICH CHRISTIAN SCHEER, OF NEV YORK, N; Y.

COM'BIND CAR BRAKE AND CLUTCH.

SPECIFICATION forming part of Letters Patent No. 405,266, dated J' une18, 1889.

Application filed March 5 v1889. ,Serial No. 302,015. (No model.)

T0 aZZ whom it may concern:

Be it known that we, LUDWIG MAURER and HEINRICH CHRISTIAN ScHnER,citizens of the United States, residing at New York, in the county ofNew York and State of New York, have invented certain new and usefulImprovements in a Combined Car Brake and Clutch; and we do declare thefollowing to be a full,

clear, and exact description of the invention,

such as will enable others skilled in the art to which it appertains tomake and use the same, reference being had to theaccompanying drawings,and to the letters and iigures of reference marked thereon, which form apart of this specification.

rlhis invention relates to certain new and useful improvements in carbrake and clutching mechanism, and while it is designed moreparticularly for use upon elevated roads it is of course applicable tosurface roads as well. It has for its object to prevent derailment ofthe cars, and also to provide for the almost instantaneous stopping ofthe cars when occasion may require.

Heretofore, even with the best forms of brakes wherein pressure upon thewheels has been relied upon to stop the carit has been found that duringvthe winter and upon oc casions when the rails are slippery such brakeshave failed to accomplish the desired results, for the reason that thewheels would fail to hold upon the rails, but would slide or skidthereon, resulting not only in failing to stop the car but in wearing aflat place upon the wheels, necessitating repairs thereto or thesubstitution of new wheels therefor.

To avoid the objections above noted, to

' prevent the derailment of the car, and to such other ends as theinvention may pertain, the same consists in the peculiar combinationsand in the novel construction, arrangement,

l and equipped with our improvement. Fig. 2

is a longitudinal horizontal section through the gripping mechanism.Fig. 3 is a central vertical section of a portion of the same on anenlarged scale. Fig. 4 is a vertical transverse section through Fig. 3.Fig. 5 is abottom plan view of the main gripper with the central railshown in section.

Like letters indicate like parts throughout the several views.

Reference now being had to the details' of the drawings by letter, Adesignates a car, B the supporting-wheels, and C the aXles.

Arranged centrally between the rails (not shown) on which the wheels Btravel is the rail D, which maybe of any known construction, provided ithave its tread extended upon both sides of its vertical web, as shown atCZ in Fig. 4L.

While in Fig. l we have shown two sets of the grippers and both setsarranged to be simultaneously operated by means of a single hand-leveron the car, in practice we may sometimes employ. but one, as shown inFig.

3, or we may use more if found necessary or desirable; and it is ofcourse evident that a whole train of cars may have the grippingmechanism. so connected as to be operated by a single lever on theengine or any one of the cars; but as the present invention resides inthe gripping mechanism itself, and not in any particular means foroperating the same, no such construction is shown.

Secured to the bottom dof the car is the block E, provided centrallywith the vertical recess e, and upon each side of said recess e with avertical recess ef. The 'side walls of this block E are provided withthe vertical slot E', arranged centrally of the recess e, and with thevertical slots e2, arranged centrally of the recesses e.

F is the principal gripper provided with a shank f, working in therecess e of the block E, and f is a bolt passed throughthe slot E in theblock E and through the shank f of the gripper and provided upon itsends with the nutfz. The body of this gripper is recessed to form thechamber F to receive the tread of the rail, and with theinwardly-extended jaws F2, adapted to extend beneath the iianges d ofthe rail and prevent dis- ,snow or iee or other foreign substance fromthe tread of the rail D.

G G are pressu re-bloeks formed with sh anks g, which work in therecesses e in the block E upon opposite ends of the gripper F.

g are bolts passed through the vertical slots e2 in the side walls ofthe block E and through the shanks g of the blocks G. To prevent injuryto the blocks G by contact with obstructions upon the track,the ends ofthe block E are provided with buffers or guards G', as shown in Fig. 3.The bolt f carries upon opposite ends upon the outside of the block E arocking lever or horizontal arm II.

Depending from the bottom of the car are 1 the brackets or arlns II',which serve as sup- 3 ports for the pivots of the levers hereinafterdescribed.

I I are levers pivoted at one end to said' supports l-I by means of thepivots Iz', and at i their inner ends pivotally connected together bymeans of the bar J, which in turn is pivoted at its center, by means ofthe pin '7, to the arlns K, which at one end are pivotally connected, bymeans of the pivots k, to the sup- I ports K', depending from the bottomof the car. The arms I near their outer ends are connected by thecross-bars L, which have pintles at their ends sliding in `longitudinalslots in the bars I.

M M are levers connected to the cross-bars Il and with the bolts g ofthe blocks G, and

their free ends are arranged beneath the ends of the rocking levers H,as shown in Figs. 2 and The levers I and M are conneeted by means of thelinks N, having at each end a pin, one of which is attached to the leverM and the other to the lever I, as shown best in Fig. 2.

O is the operating-lever pivotally secured to the car and connected bymeans of the vertical link or rod P with the free ends of the arms Kthrough the medium of a cross-barP.

The operation is simple and apparent. The manipulation of the lever Ocauses the levers M to press with their free ends against the under sideof the rocking levers H, thus forcing upward the gripper F and causingits jaws F2 to grasp and bind against the under side of Vthe iianges dof the rail D, and simultaneously therewith and by the same operationthe pressure-blocks G are pressed down upon the top of the rail with theforce in the opposite direction to that of the gripper, thus i'orming amost powerful grip. The lever is held in its adjusted position throughthe merail.

lVhen two of the above-described devices are employed on one car, theyare connected so as to be operated simultaneously, as shown in Fig. l,and when the devices 011 one car are to be connected with those on thenext car, or` all the cars on a single train are to be con nected so asto operate" simultaneously, suitable mechanism may be employed, such,for instance, as a connecting-rod, as indicated-at R in Fig. l.

At switches and crossings the central rail will necessarily have to betapered, as shown at D4 in Fig. 5.

What we claim as new is* l. The combination, with the car and the railD, of the verticallymovable gripper having jaws to engage the flanges ofthe rail, and the pressure-blocks arranged one at each end of saidgripper and adapted to move in a direction opposite to the movement ofthe gripper and to bear upon the top of the rail, substantially as andfor the purpose speciiied.

2. The combination, with the rail, of the gripper and theinclinedserapers on the ends of the gripper above the top of the rail,substantially as and for the purpose specified.

3. The combination, with the rail D, having flanges (I, of the gripperhaving jaws to engage said flanges, and inclined at its ends, as at F3,substantially as and for the purpose specified.

4. The combination, with the verticallyadjustable gripper and thevertically-movable pressure-blocks, of the system of levers for movingsaid blocks and gripper in opposite directions, substantially as shownand described.

5. The combination, with the ear and the verticallymovable gripper andpressureblocks, of the lever II on the gripper, the levers M, acting onthe lever I-I, and the system of levers for operating the levers M,substantiallyas shown and described, and for the purpose specified.

6. The combination With the car, the vertically -niovable gripper, andthe pressureblocks movable in the opposite direction to that of thegripper, oi' the levers Il, moving with the gripper, the levers M,connected with the pressure-'blocks and acting on the levers I-I, andthe system of levers connected with and arranged to operate the leversM, substantially as and for the purpose specified.

In testimony whereoi:` we aiiix our signatures in presence of twowitnesses.

LUDWIG MAURER. HEINRICH CHRISTIAN SCHEEP.

"Witnesses:

AUGUST SCHMIDT, GEO. W. YOUNG.

TOO

IIO

